Beruflich Dokumente
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TRINITY
PARKWAY
DESIGN
CHARRETTE
REPORT
TABLE OF CONTENTS
INTRODUCTION .........................................
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008
012
appendiX ..................................................
044
002
004
Since the early years of the formation of the vision for the
Trinity River Park, there has been a concept of some sort
of road going through the park, offering easy access for
users and sightseers. The park itself is an extraordinary
proposal, now being incrementally implemented, that
includes natural areas, active recreation opportunities,
lakes, trails, forests and hundreds of features within
thousands of acres of the ecological corridor of the river.
Unfortunately, for flood protection, the river corridor also
must be lined with 40-foot-tall levees that separate the
new park from the adjacent city. A key design challenge
from the beginning has been how to link the park and
city.
In summer of 2002, concerns about park and city
integration led to a planning and urban design analysis
undertaken by cooperating entities including The Dallas
Plan, AIA Dallas, and The Dallas Institute of Humanities
& Culture with consulting professionals Chan Krieger
& Associates, TDA, Hargreaves Associates and Carter
+ Burgess. This private effort led to a strong concept
called the Balanced Vision Plan for the Trinity River
Corridor, which was ultimately adopted by Dallas City
Council. This plan realized the full potential of the park
and included two road way alignments on the downtown
side of the river corridor a street at the top of the levee
and a parkway meandering through the park on an
elevated bench of land that was to be created from the
excavation of the new lakes. This plan reconciled many
interests and was widely popular.
With technical concerns about the integrity of the levee
structure, the street on top of the levee ultimately had to
be abandoned.
Over the years the roadway focus has shifted from the
roadway to flood protection efforts. Nonetheless, design
of the road was completed and application for federal
environmental approval was submitted. This has been
INTRODUCTION
a multi-year effort that has yet to secure the required
approval, although this is expected in the next few
months.
006
PARAMETERS
The prime parameters for the review were as follows:
(1) This is a privately-funded, non-government review
the conveners and participants do not speak for the
governments who are responsible for this project, they did
not take instructions from these governments, they were
not beholden to these governments, and the results will
not necessarily be embraced by these governments or
represent existing government policy. We were paid by
community interests and we offer our resulting ideas to the
community.
(2) This review is not a part of the process for environmental
assessment and approval that the responsible governments
are involved in with the Federal Government and should not
be seen by anybody as having status in that assessment
and approval. In fact, our general view is that it is prudent to
complete the environmental assessment that is underway
because it encompasses most eventualities from which the
community can then decide what needs to be implemented
now and what can be afforded.
(3) This review worked from existing information and publicly
available plans and data, primarily from the environmental
assessment submission documentation, augmented by
briefings provided by informed staff with knowledge of this
project. No new information was collected or brought into
the review.
(4) This review was not an inquiry as to whether or not in
principle there should be a roadway in the park it was
only a review of roadway schemes to confirm an optimal
roadway scheme in relation to the park design and the
CONTEXT
potential for economic development on lands adjacent to
the park and roadway. The citizens of Dallas will have their
own debate about the principles of the roadway but this
inquiry was not dealing with those principle issues.
(5) This review is by its very nature cursory the participants
had very few days of exploration and creative work so all
conclusions and propositions are tentative and, if attractive
to the community or responsible governments, will have to
be double checked, detailed and reconciled with the full
base of knowledge that is available for the project. This will
have to be done by the multi-disciplinary professionals who
are responsible for different aspects of the project.
(6) Any errors or oversights in this review are the
responsibility of the participants, not the conveners
or advisors all of whom provided fully and fairly the
knowledge and information they have about the project.
December, 2003
008
PLANNING WORKSHOP
DECEMBER, 2014
INITIAL REVIEW CONSIDERATIONS
010
012
THE CHARRETTE
014
CHARRETTE OUTCOMES
The findings of the charrette are essentially represented in
a set of sketch drawings and plans that follow. It is notable
that we again unanimously reconfirmed our support for
the Balanced Vision Plan as the basis upon which all ideas
should be judged. We also again strongly reconfirmed from
the basic choices for the roadway configuration highway,
parkway, conventional city street, nothing that a parkway
was the best solution for this setting. The parameters of
a parkway, to differentiate it from the other road formats,
is essentially that it has a minimum cross-section to carry
the targeted capacity, may have pull-offs and parking
associated with it, has limited ramps, may have less
stringent design standards than a freeway or other highway,
includes extensive landscaping, but also has limited access
and does not include conventional intersections with other
streets nor intersection traffic management.
For the parkway, we concluded on the following
fundamental design objectives: to maximize visual
and physical access to the Trinity Park; to facilitate a
convenient auto bypass of downtown (this represents
80% of movements in this corridor only 20% want to
go downtown); and, to catalyze inner-city development
adjacent to Trinity Park (especially for large development
sites at the center of the study area) rather than forestall it.
We concluded that the concept should be for a gracious,
harmonious parkway.
In our deliberations we found two sets of data especially
informative and influential in our thinking. First, it was vital
to understand the demand projection for vehicles in this
transportation corridor up to 2035 as submitted in the
environmental assessment documentation. We felt this
projection is at the very edge of what it is possible
photograph of charrette wall with collection of drawings and parkway plan produced during the charrette
016
CONFIRMATIONS
Variations
DESIGN
REFINEMENTS
DEVELOPMENT
STRATEGIES
four proposals represent a
practical economic development
strategy, maximizing the potential
of the park and parkway, defining
four major urban districts and
compatible development at both
the north and south ends of the
parkway, before it joins existing
highways.
018
charrette Diagram of 15 proposed pedestrian connections from Dallas to the Trinity River over or under the proposed parkway
PRIMARY
PRIMARY
PRIMARY
SUPPORTIVE
Service roads/bikeways/
pedestrian paths around the
parkway generally AS EARLIER
PROPOSED.
confirmation #1
020
SECTIONAL SKETCH OF FOUR LANE PARKWAY
PRIMARY
PRIMARY
SUPPORTIVE
VARIATION #1
VARIATION #2
VARIATION #3
MERRIT PARKWAY
022
SKETCH OF RECOMMENDED PARKWAY (IN BLUE) BETWEEN SYLVAN AVE AND CONTINENTAL BRIDGES SHOWING MEANDERING ALIGNMENT AND LOCATION FOR LOW SPEEDTURNAROUND AT OUTFALLS.
WEEKEND
on street parking
SUPPORTIVE
SUPPORTIVE
VARIATION #4
CHARRETTE SKETCH OF PARKWAY SECTION SHOWING TYPICAL SETBACKS OF TREES FROM PARKWAY
VARIATION #5
024
SKETCH OVERLAY SHOWING VIEW OPPORTUNITIES FROM PARKWAY INTO THE TRINITY FOREST EAST OF THE DART OVERPASS AT CORINTH BRIDGE
PRIMARY
PRIMARY
DESIGN
REFINEMENT #1
DESIGN
REFINEMENT #2
DIAGRAM SHOWING LOCAIIONS OF POTENTIAL ACCESS PARKING LOTS ALONG PARKWAY AND SECTIONAL CONDITION
storrow drive
026
028
PRIMARY
DESIGN
REFINEMENT #4
PRIMARY
An optimal solution would be to refine the design to a 10-year flood standard, acknowledge the occasional flooding
of the parkway, in order to open up major views for parkway users. If the experience of occasional flooding of the
parkway (probably about once in a decade for a day or so) is not found to be acceptable to the people of Dallas, then
an acceptable solution would be to refine the design to a 50-year flood standard or even stay with the 100-year flood
standard but using berms and other methods other than blank walls wherever practical, thus at least creating close-in
attractive views of park character for parkway users.
DESIGN
REFINEMENT #3
030
POST CHARRETTE RENDERING OF PARKWAY AND PARK ACCESS POINT FROM INWOOD RD BRIDGE
SUPPORTIVE
PRIMARY
DESIGN
REFINEMENT #5
DESIGN
REFINEMENT #6
032
DRAWING LEGEND
PEDESTRIAN/BIKE CONNECTION UNDER PARKWAY
PEDESTRIAN/BIKE CONNECTION OVER PARKWAY
MAJOR VIEWING POINTS
PARKWAY
BRIDGE
MAJOR STREET
PEDESTRIAN BRIDGE
SUPPORTIVE
DESIGN
REFINEMENT #7
RAIL
TRAIL
LEVEE
DECK OVER HIGHWAY
PARK
FOREST
RIVER/LAKE
PARKING
034
SKETCH SECTION AT REUNION OVERLOOK SHOWING ADJACENT DEVELOPMENT AND A NEW STREET BEHIND THE LEVEE
PRIMARY
SUPPORTIVE
DEVELOPMENT
STRATEGY #1
DEVELOPMENT
STRATEGY #2
DEVELOPMENT AT SUMP
CHARRETTE DIAGRAM SHOWING KEY DEVELOPMENT DISTRICTS IN DOWNTOWN, DESIGN DISTRICT, SOUTH DALLAS AND OAK CLIFF
036
SKETCH SECTION SHOWING PEDESTRIAN CONNECTION FROM DESIGN DISTRICT TO PARK AT OUTFALL
SUPPORTIVE
DEVELOPMENT
STRATEGY #4
SUPPORTIVE
DEVELOPMENT
STRATEGY #3
038
040
CONCLUDING STATEMENT
We are confident that all of these twenty ideas and
proposals fit within the responsible governments and
agencies policies, although they may have to make
adjustments within the specifics of these policies.
These ideas can be seen to be a first phase of build
out of the scheme that is currently under evaluation for
environmental approval but, just as importantly, we feel
it is all that Dallas needs for the foreseeable future so
build-out might be a long time in coming or maybe will
never be needed. Much of what we propose can be seen
as detailed refinement of the design that is under scrutiny
by the current environmental assessment.
We also offer advice to secure this vision of a gracious
and harmonious parkway. First, our vision needs detailed
multi-disciplinary design refinement and all assumptions
need to be double checked. Second, henceforth, all
design work should include strong urban design prowess
and should be completed in concept and detail by a
fully multi-disciplinary team of engineers, architects,
landscape architects, urban designers, environmental
specialists and other relevant disciplines and should not
just be driven by applying typical engineering standards.
Third, a careful monitoring of implementation must be
undertaken, involving both professional and citizen
monitors on an ongoing basis.
The participants in this review had to walk a very fine
line between general philosophical views and what
they consider best world practice, the particular
circumstances and needs in Dallas, the official status of
the process for this project, and their judgment about the
042
044
046
ALEX KRIEGER
LARRY BEASLEY
Larry Beasley is the retired Chief Planner for the City of
Vancouver. He is now the founding principal of Beasley
and Associates, an international planning and urban
design consultancy and the Distinguished Practice
Professor of Planning at the University of British
Columbia. He is a Registered Professional Planner in
Canada.
After more than thirty years of civic service in which
he led the planning and development management
initiatives to transform Vancouver into a world model
for contemporary sustainable and liveable cities, Larry
Beasley now teaches and advises on urbanism around
the world. He chairs the National Advisory Committee
on Planning, Design and Realty of Ottawas National
Capital Commission; he is Senior Advisor on Urban
Design in Dallas, Texas; and he is a member of the
International Economic Development Advisory Board
of Rotterdam in The Netherlands. Through selected
projects, he continues his long service as the Special
Advisor on City Planning to the Government of Abu
Dhabi in the United Arab Emirates where he helped
to found the Urban Planning Council, one of the most
progressive planning agencies in the Middle East, and
led the design of a number of cities and towns, including
a new national capital. For several years, he was vicepresident of a major Canadian development company,
Aquilini Development, managing projects across the
country. Recent notable work includes: completion of
an award-winning plan for the expansion of Moscow
in Russia, including the design of a new national
government precinct; completion of an influential strategic
organizational plan for the Toronto Planning Department;
and, curation of an international design competition in
Dallas for the integration of downtown and its river.
048
JEFF TUMLIN
Jeff Tumlin is an expert in helping communities move
from discord to agreement about the future. For
more than twenty years, Jeff Tumlin has led awardwinning plans in cities from Seattle and Vancouver to
Moscow and Abu Dhabi. He helps balance all modes
of transportation in complex places to achieve a
communitys wider goals and best utilize their limited
resources. He has developed transformative plans
throughout the world that accommodate millions of
square feet of growth with no net increase in motor
vehicle traffic.
ZABE BENT
Jeff is renowned for helping people define what
they value and building consensus on complex and
controversial projects. He provides residents and
stakeholders the tools they need to evaluate their
transportation investments in the context of achieving
their long-term goals. He understands that managing
parking and transportation demand is a critical tool for
revitalizing city centers and creating sustainable places.
A dynamic and frequent guest speaker, Jeff is the author
of Sustainable Transportation Planning: Tools for Creating
Healthy, Vibrant and Resilient Communities (Wiley, 2012).
050
IGNACIO BUNSTER-OSSA
Ignacio Bunster-Ossa is a Principal with Wallace Roberts
& Todd, LLC, a national planning and design firm
based in Philadelphia, Pennsylvania. As a landscape
architect and urban designer Ignacio specializes in the
revitalization of cities through the planning and design
of urban landscapes. He has led many of the firms
recognized work, including award-winning designs for
Santa Monicas Palisades Park and Beach Boardwalk,
the Anacostia Waterfront Initiative in Washington, D.C.,
the Trinity River Corridor Project in Dallas, and the Steel
Stacks Plaza in Bethlehem, PA.
TIMOTHY DEKKER
Ignacio holds a Bachelor of Architecture from the
University of Miami (FLA), a Master of Landscape
Architecture from the University of Pennsylvania, and a
Loeb Fellowship in Environmental Studies from Harvard
University. He is a faculty member of the Urban Land
Institute Rose Center for Public Leadership and Land Use
and serves on the board of the Landscape Architecture
Foundation. He is also co-author author of Green
Infrastructure: A Landscape Approach, and author
of Reconsidering Ian McHarg: the Future of Urban
Ecology, both APA publications.
052
Elizabeth Macdonald
Elizabeth Macdonald is an urban designer. Her research
focuses on street design and the history of urban form.
Particular interests include: the impacts of engineering
street standards on the pedestrian realm; context
sensitive street design; North American waterfront
promenades and their impacts on physical activity; the
interface between buildings and the public realm; post
occupancy evaluation of urban design plans and projects;
the sustainability dimensions of urban design; urban
design graphic communication; and methods for urban
design knowledge-building.
Professor Macdonald is a registered architect and a
partner in the urban design firm Cityworks. Recent
professional design projects include the design for
Octavia Boulevard in San Francisco (to replace the
earthquake damaged Central Freeway), and redesigns
for Pacific Boulevard in Vancouver, British Columbia,
International Boulevard in Oaklands Fruitvale District, and
C.G. Road in Ahmedabad, India. Professional planning
projects include consulting on streetscape design for
Plan Abu Dhabi 2030, San Franciscos Better Streets
Plan, and San Franciscos Market/Octavia Neighborhood
Plan. Recent charette workshops led by Cityworks
include those for central Broadway in Vancouver, British
Columbia; three central area streets in Rotterdam;
Pine Tree Drive and Clarke Drive in Coquitlam, British
Columbia; and Cesar Chavez Street in San Francisco;
and projects in association with the Faculty of
Engineering at the University of Ciudad Real, Spain.
Allan Jacobs
A hands-on teacher of urban design, Professor
Macdonalds courses include a focus on learning
empirical observation skills, and graphic and oral
communication skills for presenting design research
and proposals in ways that are readily accessible to
community members, political decision-makers, and
fellow professionals.
054
John Alschuler
managed the development of an economic impact
framework and implementation approach for flood
defense in Hoboken, New Jersey. The teams winning
proposal was awarded $230-million in federal CDBG-DR
funds to support a first phase of implementation.
Elissas passion for public spaces is central to her work.
Since 2011, Elissa has supported the development of a
funding and management strategy for Waterfront Seattle,
a planned signature public space that will link Seattles
downtown and waterfront assets. On behalf of the Trust
for Public Land, she managed the development of policy
recommendations to encourage the inclusion of PrivatelyOwned Public Spaces in transit-oriented development
along the Green Line in Minneapolis-St. Paul. She has
also managed the development of park funding and
056
MARK SIMMONS
ALAN MOUNTJOY
Alan Mountjoy, AIA is the Manager of Urban Design
projects at NBBJ. Before joining the firm in 1997, he
served as a project manager for the Metropolitan District
Commissions New Charles River Basin project in Boston.
Mr. Mountjoy has over 25 years of experience in the fields
of architecture, master planning and urban design. He
has guided the firms prominent large-scale urban design
projects in Boston, Buffalo, Cincinnati, Dallas, Detroit,
Louisville, Pittsburgh, and Washington D.C. and has
served as project manager for projects that range from
architectural elements and urban design for a $110M
highway renovation in Cincinnati to PUD plans for the first
major redevelopment in Historic Anacostia in Washington,
DC. In his role as urban design manager, he coordinates
teams of diverse professionals in architecture, landscape
architecture, real estate economics, transportation
058
Friday, February 6
Saturday, February 7
Sunday, February 8
18:00 Adjourn
18:00 Adjourn
18:00 Adjourn